2014 Jeep Patriot Limited 4x4 Carey Russ Review

Before there were SUVs, before there were crossovers, there
were Jeeps. What was originally a World War II military utility vehicle was
mustered into civilian service after the conflict. And while the core
product, through multiple corporate owners, was and is very similar to that
original (yes, that's the Wrangler now), there have been other, more
civilized, Jeeps since the early 1960s. With few exceptions, all were and
are eminently capable off-road, while offering much more comfort than the
bare-bones original. The Wagoneer of the 1960s could been called the first
luxury SUV, had the "sport-utility" moniker been around at that time. And
the Cherokee, introduced in 1984, introduced car-like unibody construction
to sturdy off-road vehicles. One could call it the first crossover, but I
don't think an old Cherokee would accept that…

With its history and cachet, Jeep has a definite appeal,
even to people who are unlikely to ever do any "off-road" driving more
serious than winter snow, rain, and mud. The market for comfortable
vehicles is somewhat larger than that for a bare-bones, doors-optional
basic CJ or old Wrangler, and, especially in recent years, Jeep's product
line has expanded to serve that need. While the current Wrangler is far
more civilized than any previous, it isn't exactly a mainstream vehicle. At
the compact end of the size spectrum, the Compass is offered for people who
want a comfortable small Jeep, with the larger Patriot for those who want
something a bit larger, but not too big, and a bit more off-road capable.

For 2014, the Jeep Patriot is offered in Sport, Latitude,
and Limited trim levels. Yes, it's a unibody, but that doesn't necessarily
make it a crossover. It's a Jeep first, so SUV works just fine. With the
base MSRP of the Sport under $16,000, Jeep calls the Patriot the
"best-priced SUV in America." Standard power in the Sport and Latitude is a
2.0-liter, 158-horsepower four-cylinder engine, coupled to a five-speed
manual or new six-speed automatic transmission. Optional there, and
standard in the Limited, is a 2.4-liter, 172-hp four, with the same
transmission choices. 2WD means front-wheel drive; 4WD is the "FreedomDrive
I" full-time single-range active automatic system, which, unusually for the
small SUV/crossover class, has a lockable center differential for improved
traction on slippery surfaces. Freedom Drive II, a CVT-based single-range
system that simulates low range, is mentioned in press materials but not on
the consumer website. Make of that what you will. I suspect the vast
majority of Patriot buyers will do perfectly well with Freedom Drive I.

The Sport has all of the required and expected safety
features, and even hill-start assist, foglamps, illuminated cupholders, and
a rechargeable flashlight. Latitude adds air conditioning, power windows
and door locks, alloy wheels, heated front seats, and other upscale
features. Limited means the 2.4 engine, leather seating, power driver's
seat, upgraded audio, and bright trim.

I was pleasantly impressed by the 4x4 Limited that is this
week's test vehicle. "Refinement" has not always been a word associated
with Chrysler's smaller offerings, especially in recent times of financial
duress. Bad times are over, the partnership with Fiat is working far better
than the Daimler-Chrysler disaster, and that shows in the materials and
workmanship, especially inside. The 2.4-liter engine has plenty of power
for everyday use, and on relatively little fuel, with 22 mpg overall and up
to nearly 30 on the highway. If it isn't really meant for serious offroad
use, the Patriot is a comfortable, conveniently-sized SUV for the real
world.

APPEARANCE: Yep, it's a Jeep all right. Boxy by today's
swoopy aero standards, with an upright windshield (again, by today's
styling) and trademark seven-slot grille, round headlights, and trapezoidal
wheel arches, it looks more like the old Cherokee than does the new
Cherokee. Strong shoulder lines further accentuate the boxiness. The rear
is nearly vertical in profile, if slightly curved. Vertical taillights
further the old-school Jeep look. And yes, there's cladding around the
lower perimeter. The plastic under the front is more aerodynamic management
that skid plate, though.

COMFORT: Inside, the Patriot is cozy but comfortable. As
outside, it's more traditionally-styled than most small crossovers. Leather
is found on the seats and steering wheel rim. The seating position is
comfortably upright, and headroom should never be a problem. The driver's
seat is power-adjustable, the front passenger's manual. Both have two-level
cushion heat. The steering wheel adjust for both tilt and reach, and has
cruise an audio system controls on front of the spokes and tuning and
volume on the rear of the spokes. Instrumentation is simple and easily
read. Here, with the optional audio upgrade and navigation system, control
of nav and audio is via the touchscreen in the center stack and hard
buttons surrounding it. It's a simple, intuitive system with all current
audio modalities. A jack and USB port for external music players are on the
right, conveniently close to an open tray above the glove box. Looking for
the CD slot? Try behind the screen. The rear seat is best for two, as it's
on the narrow side and there's a high and wide tunnel. The seatback folds
60/40, and the front passenger seatback can be folded forward, flat, to
accommodate long items inside. There is a space-saver spare tire under the
rear load floor.

RIDE AND HANDLING: Don't look for solid axles here. The
Patriot's fully-independent MacPherson strut front, multilink rear
suspension is tuned for everyday comfort, and delivers. It's soft, but
well-controlled, and travel is more car than off-road. Eight inches of
ground clearance means that common urban hazards including curbs, steep
driveway angles, potholes, and poorly-maintained pavement are non-issues.
Step-in is more car than SUV, no problem even for short people. The locking
center differential can be useful in snow, mud, or wet and slippery
low-speed conditions. Steering effort is normal, neither too light or
heavy. Lower grades have rear drum brakes; all 4x4 and Limited models get
four-wheel discs.

PERFORMANCE: Say good-bye to the CVT and hello to the
six-speed automatic. That's a change for the better, especially with the
2.4 liter engine. With 172 horsepower (at 6000 rpm) and 165 lb-ft of torque
(at 4400 rpm) and good low-speed torque as well, there are no difficulties
keeping up with traffic or merging. Compared to the old CVT, the six-speed
automatic produces better acceleration and fuel economy, shaving a second
or more off the 0-60 time and increasing average mileage from the 19mpg I
saw in a CVT-equipped example a couple of years ago to 22. Highway mileage
was much better than that, in the upper twenties. Yes, the automatic
shifts, unlike a CVT -- but it's smooth and unobtrusive.

CONCLUSIONS: The Patriot is a small crossover, 'er SUV, that
is every bit a Jeep.

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